X.C. Turns Around a Point
X.C. Turns Around a Point References: FAA-H-8083-3 Objectives
The student should exhibit knowledge regarding the performance of a turn around a point. Knowledge will include the elements listed below. Performance of the maneuver should be to Private Pilot PTS standards.
Key Elements
1. Increased Airspeed = Increased Bank 2. Decreased Airspeed = Decreased Bank 3. Coordination
Elements
1. 2. 3. 4. 5. 6. 7. 8.
Selecting a Suitable Altitude Selecting a Suitable Ground Reference Point Prior to Entry Entry Procedure Wind Drift Correction Division of Attention Exit General Rules
Schedule
1. 2. 3. 4.
Discuss Objectives Review material Development Conclusion
Equipment
1. White board and markers 2. References
IP’s Actions
1. 2. 3. 4.
SP’s Actions
1. Participate in discussion 2. Take notes 3. Ask and respond to questions
Completion Standards
The lesson is complete when the student can demonstrate the knowledge of, and has shown proficiency in turns around a point. The student understands the effect of wind on an aircraft’s course over the ground primarily during a turn.
Discuss lesson objectives Present Lecture Ask and Answer Questions Assign homework
X.C. Turns Around a Point
Instructors Notes: Introduction: Attention This exercise shows the difference between the aircraft's motion in the air, and its ground track, since the aircraft is always subject to the moving air mass in which it flies. If wind exists, a ground track with constant radius will require constant change in bank angle and angles of wind correction. Overview Review Objectives and Elements/Key ideas What Turns around a point, the airplane is flown in two or more complete circles of uniform radii or distance from a prominent ground reference point using a maximum bank of approximately 45o while maintaining a constant altitude. Why To develop division of attention between the flight path and ground references, to develop recognition of drift towards or away from a prominent ground reference point all while maintaining a constant altitude. This maneuver also helps to further perfect the turning technique and the ability to correct for wind drift while in turns. How: 1. Selecting a Suitable Altitude A. Entry altitude should be 800’ AGL (600’ – 1,000’ AGL) i. +/- 100’ restrictions a. At 600’ AGL, there is no room for error below; At 1,000’ AGL, there is no room for error above 2. Selecting a Suitable Reference Point A. Very important as the maneuver is done in close proximity to the ground B. The point should be i. Prominent and Easily distinguishable by the pilot ii. Small enough to present precise reference a. EXs: Isolated trees, crossroads, etc b. Pond is too big c. Intersections are very good iii. Only use references clear of populated areas, obstructions, and anything that could pose a hazard C. Emergency Landing Area i. The reference should allow for a nearby emergency landing area in case of an emergency D. CE – Selection of a reference point with no suitable emergency landing area within gliding distance 3. Prior to Entry A. Pre-Maneuver Checklist B. Clearing Turns C. Airspeed i. VA - Trim the airplane for hands off level flight at VA prior to entry
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X.C. Turns Around a Point
4. Entry Procedure A. Determine the direction of the wind i. Smoke ii. Dust iii. Water iv. Interpolating between surface wind and forecast winds aloft v. Wind Drift Circle - Constant rate turn watching a point a. Note the movement of the airplane in relation to it B. Position the aircraft to enter on the Downwind (Tailwind) i. Abeam the point, be a ¼ to ½ mile radius from the point C. Note the entry heading i. Use it throughout the maneuver to maintain orientation and help in planning D. CE – Faulty entry procedure 5. Wind Drift Correction A. Once abeam the point i. Initiate a coordinated roll in, maintaining the ¼ mile reference with a steep bank angle (≤ 45o) a. The initial steep(est) bank angle is necessary due to the direct tailwind and the highest GS b. The faster the GS, the steeper the bank angle needs to be to maintain the desired turning radius c. The slower the GS, the shallower the bank angle B. First Half of the Turn (Downwind Half) i. Starting with the steepest bank and ending at the shallowest bank ii. As the turn progresses the aircraft will slowly be turning to more of a headwind a. The bank angle should be gradually reduced in order to maintain the constant turning radius As the bank angle is reduced, less back pressure is needed to maintain altitude CE – Failure to maintain selected altitude, AS b. Shallow the bank angle with the decrease in GS iii. Keep the turn coordinated a. As the bank is reduced, rudder pressure will reduce b. CE – Uncoordinated flight control application iv. Progressively point the nose into the wind (crab) to maintain the constant ground track a. Downwind – The nose is turned toward the inside b. CE – Improper correction of wind drift v. At the end of the first ½ of the turn, the bank angle should be at its most shallow point a. Direct headwind, therefore lowest groundspeed C. The second half of the turn (Upwind Half) i. Opposite of the first ½ - Slowly move from a shallow to steep bank ii. As the turn progresses, the aircraft will be slowly turning back into the original tailwind a. Increasing groundspeed, therefore increasing bank to maintain the desired turning radius As the bank angle is increased, more back pressure is necessary to maintain altitude CE – Failure to maintain selected altitude, airspeed iii. Keep the plane coordinated a. As the bank is increased, rudder pressure will increase b. CE – Uncoordinated flight control application iv. Progressively point the nose into the wind (crab) to maintain the constant ground track a. Upwind, the nose is turned toward the outside b. CE – Improper correction of wind drift
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X.C. Turns Around a Point
v. At the end of the second ½ of the turn, the bank angle should be returned to the entry bank angle 6. Division of Attention A. Maintain the outside reference by looking ahead of the aircraft’s position and planning the entire turn i. CE – Poor planning, orientation B. Divide attention inside/outside the cockpit with quick glances to verify altitude, AS, and bank angle C. Still need to scan for traffic while maintaining focus on the maneuver i. As bank becomes more shallow use that time as an opportunity to check for other traffic ii. CE – Poor division of attention 7. Exit A. Once at least 2 turns have been completed, initiate a smooth rollout on the initial entry heading 8. General Rules A. The stronger the wind the more the bank angle will have to be varied throughout the maneuver i. Max bank angle should be 45o at the steepest point B. Theoretically, if there were no wind, bank angle would be constant - no wind to correct for C. The steeper the bank, the more back pressure required to maintain altitude D. Helpful to pick out targets along the flight path i. Such as barn, building, lake, etc ii. Helps to maintain the circle and ensures the airplane is in the right place at the right time Common Errors: Faulty entry procedure Poor planning, orientation, or division of attention Uncoordinated flight control application Improper correction for wind drift Failure to maintain selected altitude or airspeed Selection of a ground reference point where there is no suitable emergency landing area within gliding distance Conclusion: Brief review of the main points This maneuver works to establish a better understanding of the airplane’s turning tendencies due to changing crosswinds while helping the pilot learn to divide attention between controlling the airplane and other traffic. PTS Requirements: To determine that the applicant: 1. Exhibits instructional knowledge of the elements of turns around a point by describing: a. how to select a safe altitude. b. how to select a suitable ground reference point with consideration given to emergency landing areas. c. orientation, division of attention, and planning. d. configuration and airspeed prior to entry. e. entry procedure. f. wind drift correction. g. how to maintain desired altitude, airspeed, and distance from reference point. h. coordination of flight controls. 2. Exhibits instructional knowledge of common errors related to turns around a point by describing:
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X.C. Turns Around a Point
a. b. c. d. e. f.
faulty entry procedure. poor planning, orientation, or division of attention. uncoordinated use of flight controls. improper correction for wind drift. failure to maintain selected altitude or airspeed. selection of a ground reference point where there is no suitable emergency landing area within gliding distance. 3. Demonstrates and simultaneously explains turns around a point from an instructional standpoint. 4. Analyzes and corrects simulated common errors related to turns around a point.
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X.C. Turns Around a Point
5
The student should exhibit knowledge regarding the performance of a turn around a point. Knowledge will include the elements listed below. Performance of the maneuver should be to Private Pilot PTS standards.
Key Elements
1. Increased Airspeed = Increased Bank 2. Decreased Airspeed = Decreased Bank 3. Coordination
Elements
1. 2. 3. 4. 5. 6. 7. 8.
Selecting a Suitable Altitude Selecting a Suitable Ground Reference Point Prior to Entry Entry Procedure Wind Drift Correction Division of Attention Exit General Rules
Schedule
1. 2. 3. 4.
Discuss Objectives Review material Development Conclusion
Equipment
1. White board and markers 2. References
IP’s Actions
1. 2. 3. 4.
SP’s Actions
1. Participate in discussion 2. Take notes 3. Ask and respond to questions
Completion Standards
The lesson is complete when the student can demonstrate the knowledge of, and has shown proficiency in turns around a point. The student understands the effect of wind on an aircraft’s course over the ground primarily during a turn.
Discuss lesson objectives Present Lecture Ask and Answer Questions Assign homework
X.C. Turns Around a Point
Instructors Notes: Introduction: Attention This exercise shows the difference between the aircraft's motion in the air, and its ground track, since the aircraft is always subject to the moving air mass in which it flies. If wind exists, a ground track with constant radius will require constant change in bank angle and angles of wind correction. Overview Review Objectives and Elements/Key ideas What Turns around a point, the airplane is flown in two or more complete circles of uniform radii or distance from a prominent ground reference point using a maximum bank of approximately 45o while maintaining a constant altitude. Why To develop division of attention between the flight path and ground references, to develop recognition of drift towards or away from a prominent ground reference point all while maintaining a constant altitude. This maneuver also helps to further perfect the turning technique and the ability to correct for wind drift while in turns. How: 1. Selecting a Suitable Altitude A. Entry altitude should be 800’ AGL (600’ – 1,000’ AGL) i. +/- 100’ restrictions a. At 600’ AGL, there is no room for error below; At 1,000’ AGL, there is no room for error above 2. Selecting a Suitable Reference Point A. Very important as the maneuver is done in close proximity to the ground B. The point should be i. Prominent and Easily distinguishable by the pilot ii. Small enough to present precise reference a. EXs: Isolated trees, crossroads, etc b. Pond is too big c. Intersections are very good iii. Only use references clear of populated areas, obstructions, and anything that could pose a hazard C. Emergency Landing Area i. The reference should allow for a nearby emergency landing area in case of an emergency D. CE – Selection of a reference point with no suitable emergency landing area within gliding distance 3. Prior to Entry A. Pre-Maneuver Checklist B. Clearing Turns C. Airspeed i. VA - Trim the airplane for hands off level flight at VA prior to entry
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X.C. Turns Around a Point
4. Entry Procedure A. Determine the direction of the wind i. Smoke ii. Dust iii. Water iv. Interpolating between surface wind and forecast winds aloft v. Wind Drift Circle - Constant rate turn watching a point a. Note the movement of the airplane in relation to it B. Position the aircraft to enter on the Downwind (Tailwind) i. Abeam the point, be a ¼ to ½ mile radius from the point C. Note the entry heading i. Use it throughout the maneuver to maintain orientation and help in planning D. CE – Faulty entry procedure 5. Wind Drift Correction A. Once abeam the point i. Initiate a coordinated roll in, maintaining the ¼ mile reference with a steep bank angle (≤ 45o) a. The initial steep(est) bank angle is necessary due to the direct tailwind and the highest GS b. The faster the GS, the steeper the bank angle needs to be to maintain the desired turning radius c. The slower the GS, the shallower the bank angle B. First Half of the Turn (Downwind Half) i. Starting with the steepest bank and ending at the shallowest bank ii. As the turn progresses the aircraft will slowly be turning to more of a headwind a. The bank angle should be gradually reduced in order to maintain the constant turning radius As the bank angle is reduced, less back pressure is needed to maintain altitude CE – Failure to maintain selected altitude, AS b. Shallow the bank angle with the decrease in GS iii. Keep the turn coordinated a. As the bank is reduced, rudder pressure will reduce b. CE – Uncoordinated flight control application iv. Progressively point the nose into the wind (crab) to maintain the constant ground track a. Downwind – The nose is turned toward the inside b. CE – Improper correction of wind drift v. At the end of the first ½ of the turn, the bank angle should be at its most shallow point a. Direct headwind, therefore lowest groundspeed C. The second half of the turn (Upwind Half) i. Opposite of the first ½ - Slowly move from a shallow to steep bank ii. As the turn progresses, the aircraft will be slowly turning back into the original tailwind a. Increasing groundspeed, therefore increasing bank to maintain the desired turning radius As the bank angle is increased, more back pressure is necessary to maintain altitude CE – Failure to maintain selected altitude, airspeed iii. Keep the plane coordinated a. As the bank is increased, rudder pressure will increase b. CE – Uncoordinated flight control application iv. Progressively point the nose into the wind (crab) to maintain the constant ground track a. Upwind, the nose is turned toward the outside b. CE – Improper correction of wind drift
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X.C. Turns Around a Point
v. At the end of the second ½ of the turn, the bank angle should be returned to the entry bank angle 6. Division of Attention A. Maintain the outside reference by looking ahead of the aircraft’s position and planning the entire turn i. CE – Poor planning, orientation B. Divide attention inside/outside the cockpit with quick glances to verify altitude, AS, and bank angle C. Still need to scan for traffic while maintaining focus on the maneuver i. As bank becomes more shallow use that time as an opportunity to check for other traffic ii. CE – Poor division of attention 7. Exit A. Once at least 2 turns have been completed, initiate a smooth rollout on the initial entry heading 8. General Rules A. The stronger the wind the more the bank angle will have to be varied throughout the maneuver i. Max bank angle should be 45o at the steepest point B. Theoretically, if there were no wind, bank angle would be constant - no wind to correct for C. The steeper the bank, the more back pressure required to maintain altitude D. Helpful to pick out targets along the flight path i. Such as barn, building, lake, etc ii. Helps to maintain the circle and ensures the airplane is in the right place at the right time Common Errors: Faulty entry procedure Poor planning, orientation, or division of attention Uncoordinated flight control application Improper correction for wind drift Failure to maintain selected altitude or airspeed Selection of a ground reference point where there is no suitable emergency landing area within gliding distance Conclusion: Brief review of the main points This maneuver works to establish a better understanding of the airplane’s turning tendencies due to changing crosswinds while helping the pilot learn to divide attention between controlling the airplane and other traffic. PTS Requirements: To determine that the applicant: 1. Exhibits instructional knowledge of the elements of turns around a point by describing: a. how to select a safe altitude. b. how to select a suitable ground reference point with consideration given to emergency landing areas. c. orientation, division of attention, and planning. d. configuration and airspeed prior to entry. e. entry procedure. f. wind drift correction. g. how to maintain desired altitude, airspeed, and distance from reference point. h. coordination of flight controls. 2. Exhibits instructional knowledge of common errors related to turns around a point by describing:
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X.C. Turns Around a Point
a. b. c. d. e. f.
faulty entry procedure. poor planning, orientation, or division of attention. uncoordinated use of flight controls. improper correction for wind drift. failure to maintain selected altitude or airspeed. selection of a ground reference point where there is no suitable emergency landing area within gliding distance. 3. Demonstrates and simultaneously explains turns around a point from an instructional standpoint. 4. Analyzes and corrects simulated common errors related to turns around a point.
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X.C. Turns Around a Point
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